Ian and Jarek I have done services around 300hrs then 600ht (I have dual ignition) then 900hrs but I have always had an issue hard to start.
This last one I chose AIES at Moorabbin (been to two other place before) and each time starting was difficult. I mentioned to guyy at AIES and he rang and said I think I found your trouble. It is impulse but on two previous services I do not think the guys really looked at impulse. They did points and capicator and if needed the small wheel and seal (mor a thing for falke as impulse is oiled by engine) I now oil the mag impulse each oil change (usually 35 to 40hrs. The reason I went to AIES was a friend a LAME recommended him as he is specialist. Some of the other workshops just do magneto s as a sideline to general service. I could mention another Lame organisation that buggered up a slick in a Pawnee and eventually gears failed and showed metal. Thus I say find a good expert to do your magneto. For those earlier models with the master switch (bone) forward of firewall they can be mounted behind firewall on standouts. The rod gets shortened and thus more room behind firewall. A good mod if you have engine out as makes life easier. I hear from a friend with L2000 in a g109 new engine and has long reach plugs so finally Limbach have realised these heads are much better. Ian McPhee 0428847642 Box 657 Byron Bay NSW 2481 Australia On Tue, 15 Oct. 2019, 20:59 Jarek Steliga, <[email protected]> wrote: > Ian, > > Thank you so much for the very exhaustive reply. Even I am able to grasp > the logic behind your suggestion no 2. The stuck impulse coupling would > keep retarding/delaying the ignition from the required minus 30 all the way > to zero obviously fouling the higher revs. I am going to look into this > immediately. > > Best regards > Jarek > > > > On Mon, 14 Oct 2019 at 23:47, Ian Williams <[email protected]> wrote: > >> Hi Jarek, >> >> I hope to be of some help to you based in issues I have had in the past >> with Limbach 2L engines. >> >> They are a great little engine and if looked after will perform well for >> years. I currently “look after” ie the engineer for 3 aircraft wit hL200’s >> and one with an L2400. >> >> 1. Here in New Zealand we need to remove the Magneto every 2 years or >> 250hrs … which ever comes first and any issues with the magneto are found >> (usually) However sometimes not the case. The L2000 on our Dimona was ex >> Thai air force and the engine was not used for 20 or so years. It did >> around 150 hrs of trouble free running then without warning, the condenser >> in the Magneto broke down. Fortunately just after take off so a return >> landing was possible. Interestingly, it broke down less than 1 hr’s >> running >> AFTER a bench check. … so a problem COULD be a faulty condenser … though >> if that was the case the engine wouldn’t idle either. >> 2. What is possible (and has happened to me) is an issue with the >> impulse spring … The impulse used is a standard GA one. Usually they >> are internal of the engine (ie Lycoming etc) hence well oiled. The >> Limbach >> one is external and hence needs external lubrication. There is a little >> oil pot on top of the rear case to do that but is really quite hit and >> miss. We had a problem (which fits to your situation) where the spring >> was quite “dry” and would not release. … ie “bound up” Hence the engine >> would run OK at low RPM’s but no good at high. The fix was to take the >> magneto out (again) dismantle the impulse, give it a good clean and >> lubrication and reassemble .. then back on the Aircraft. The problem was >> solved. >> >> Just a point re advance and retard … Not a lot of point in that >> automatically adjusting with an engine that runs at a fairly constant RPM … >> the KISS principal here. >> >> However the old De Havilland Gypsy engine had a mechanical system which >> moved the magneto physically when the throttle was closed … for a better >> idle. A friend of mine put an adjusting ignition(ie replaced one magneto) >> system on his 150hl lycoming The idle was significantly smoother. >> >> >> >> So I think your problem is no 2 >> >> >> >> Best regards >> >> Ian Williams >> >> Drury >> >> Auckland >> >> New Zealand >> >> >> >> ZK-GCB (Dimona) >> >> ZK-GOC (Grob 109 with a 2400 Limbach) >> >> ZK-GNW (Grob 109 2000 Limbach >> >> Working on another Dimona … to be ZK-GCD (ex VH-GNW) >> >> >> >> >> >> *From:* [email protected] *On Behalf Of *Jarek Steliga >> *Sent:* Monday, 14 October 2019 8:40 p.m. >> *To:* [email protected] >> *Subject:* Re: [DOG mailing list] ignition advancement not affected by >> the RPMs >> >> >> >> Ric, Ian, >> >> >> >> Thank you very much. The idea of there being no advance seems bizarre for >> someone having only to do with 'terrestrial' engines :-) >> >> >> >> On Mon, 14 Oct 2019 at 08:07, Ric Sutton <[email protected]> >> wrote: >> >> Hi jarek >> >> Yep you are correct, there is no advance. It stays the same throughout >> the rev range. >> >> >> >> *From:* [email protected] [mailto:[email protected]] *On >> Behalf Of *Jarek Steliga >> *Sent:* Sunday, 13 October 2019 5:17 PM >> *To:* [email protected] >> *Subject:* [DOG mailing list] ignition advancement not affected by the >> RPMs >> >> >> >> >> >> >> >> Hello, >> >> >> >> Can someone please confirm that once my L2000 starts with a 43 series >> Slick magneto mounted, the ignition advancement will stay the same (30%) >> throughout the whole RPMs range? In other words as I understand in this >> system there is no spark advance mechanism installed apart from the impulse >> coupling which only affects (delays/retards) the spark timing up until 400 >> RPMs (i.e. well before the engine kicks in). >> >> >> >> >> >> Thank you in anticipation >> >> >> >> Jarek >> >> >> >> >> >>
